Internal-combustion engine.



G. M. PERLEWITZQ INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OUT. 18, 1909.

Patented Nov. 8, 1910.

M m mm m mm m m W mm W/ TNESSES G. M. PERLEWITZ.

INTERNAL COMBUSTION ENGINE.

APPLICATION rum: 00115, 1909.

Patented Nov. 8, 1910.

5 SHEETS-SHEET 8.

. V I k g R m f 0 6 mw M Zig WM WITNESSES ATTORNEYS a. M. PBRLEWITZ. v INTERNAL COMBUSTION ENGINE. APPLIUATIOH FILED 00'1'.1fl, 1909.

975,275. Patented Nov. 8, 1910;

ATTORNEYS Patented Nov. 8, 1910.

.mm I9 ZNB T A I T mw ET m BI EMF P O LI M NC GB n P NA W/TlVE'SSEs ice, and a resident of enema non'rmnn rnnnnwrrz; or cnmnxmm, MEXICO.

m'rnmun-counus'rron ENGINE.

To all whom it may concern:

Be it known that I, GEORGE M. PERLE- wrrz, a citizen of the United States of Amer- Chihuahua, Mexico, have invented a new and Improved Internal-Combustion Engine, of which the following is a full, clear, and exact description.

My invention relates to internal combustion engines, my more particular purpose being to provide simple and efiicient mechanism for conservin the power of the fuel.

More particular y stated, I seekv to d1stribute certain forces of compression, so as to-avoid undue strains upon different parts of the apparatus and at the same time render the compression more reliable and uniform.

In carrying out these general objects I- provide a type of rotary engine having. two distinct portions which I designate respectively as the low pressure side of the engine-and the high pressure side. The

. low pressure-side I use for two purlposes:

first, to receive gases of combustion a eady exploded in the high pressure side, and by allowing the gases to make a second expansion at low pressure power contained within the gases; and second, to make the preliminary compresslon of a volume of air and to pass this air over into the hi h pressure side inorder to cause it to ming e with an explosive charge and thus to take part in the explosion. The high pressure side I employ for the purpose of exploding the charges and passing the burnt gases, while still under compression but-at medium pressure, pressure side of the engine. The high pressure side is also used to give the charges of air received from the low pressure side (and thus already partially cog or final compression, w ereby the forced into the explosion chambers an mingled with the ex losive charges.

In my type of com ustion engine there 1s, therefore, as between the high pressure side and the low pressure side, an interchanging of aeriform bodies; atmospheric air is taken in on the low pressure'si to the hi h pressure side where itmingles with exp osive charges and expl es, and

are there the gases of combustionori inating 1n the Reference is to be had to the accompanying drawings forming a part of this specito conserve the over into the low ressed) a further e and passed over Specification of Letters Patent. Patented Nov. 1910. Application filed October 16, 1909. Serialflo. 522,935.

fication, in which similar characters of reference. indicate corresponding parts in all the figures.

Figure main shaft, however, being in section; Fig. 2 is a vertical cross section on the line 2-2 of Fig. 4, looking in the direction of the arrow, and showing the internal construction of the portion of the engine which I designate as the high pressure side; Fi 3 is a vertical section onthe line 3-3 0 Fig. 4, looking in the direction of the arrow, and showing the internal construction of the portion of the engine which I designate as the 1 is a side elevation of my internal combustion'engine complete-the high pressure. side being next to the observer; the

low pressure side; Fig. 4 is a vertical section i on t e line 44 of 1, looking in the direction of the arrow, and showin how certain movable parts are connected wlth the shaft and rotated in connection therewith; Fig. 5 is a detail showing in section on the line 5-5 of Fig. 2, various passages whereby difierent compartments of the engine intercommunicate with each other; Fig. 6 is a section on the line 6-6 of Fig. 5, docking in the direction of the arrow, and showing one of the air valves used in transferring charges of air from the low ressure side into the high pressure-side o the engine;

Fig. 7 is a detail, showing in section one of the explosion chambers and a hand-operated piston for varying at will the capacity of same; Fig. 8 is a detail, showing in section one of the positive fuel jet pumps and connections; and Fig. 9 is a detail sectional view on the line 9-9 of Fig.2.

Circular heads 9, 10 (Fig. 4) are provided with spiders 11, 12, cast integral therewith and are parallel with each other.

At '13 is the casing or cylindrical wall of the engine, and at 14 are bolts used for holding the heads 9, 10 and the casing 13 together.

Mounted upon the spiders 11, 12 are bearings 15, 16, and journaled in these bearings is a revoluble shaft 17. Pulleys 18, 19 are mounted rigidly upon' opposlte ends of this I At 21 is a power wheel which is provided with flanges 22, 23, 24integral with it and parallel with each other. The power wheel is further provided withspokes 25 which engage a hub 21, the latter being mounted rigidly upon the shaft 17. The flange 24 pumps figures 42, 43.

carries a pair of rings 26, 27 these rings being so spaced relatively to each other as to leave a cam groove 28 therebetween. This groove has a general annular form, and as this form is followed around (see dotted lines in Fig. 2) it bends alternately inward and outward. At 29 is an annular uide which is secured to the inner side 0 the head 10. Another annular guide 30 is secured upon the inner side of the head 9, the guides 29, 30 serving to space the power Wheel properly in relation to the heads 9, 10.

Mounted rigidly upon the shaft 17 is a cam 3O having a general annular form and provided wlth radially projecting points 31. Because of the shape of this member I designate it as a star cam. Dis os ed upon opposite sides of it are camrol ers 32, 33 carried respectively by power jet pump stems 34, 35. Encirchng these power jet pump stems are spiral springs 36, 37 which respectively fit against collars 38, 39, t e latter being mounted rigidly upon the .jet pump stems.

At 40, 41 are cleats through'which thejet pump stems extend and which serve the double purpose of bearings for the jet pump stems and stops for the springs 36, 37.

At 40 are cl'eat bearings similar in construction to the, members '40, 41, and which, like the members 40, 41, are slidably enga ed by the jet pum stems.

t 42, 43 are smal cylinderseach rformin essentially the oflice of a osltive force el jet pump. These two el jet pumps are mounted upon two explosion chambers 44, 45, and are connected therewith by short pipes 45, which pipes are supplied with check valves (notshown)- (see Fig. 7). Connected with the fuel jet pumps 42, 43 are two tubes, 46, 47 which communicate with a supply pipe 48, and are used for supplying fuel for the fuel jet Spark plugs 49, 50 are mounted upon .the explosion chambers and are employed in the usual manner for detonating charges of explosive gases or I thus regulated at will.

va or therein.

itting into the outer ends of the explosion chambers 44, 45 are threaded stems 51, 52 carrying hand wheels 53, 54 whereby they are turned and thus adjusted. The inner ends of the threaded stems 51 52 are provided with pistons 55 fitted ri idly thereupon. By turning the hand w eels 53, 54, the pistons are moved to a greater or lesser distance within the explosion chambers, and the capacity of these chambers is Mounted within the explosion chambers are check valves :56, 57, opening outwardly and normally closin communication between the explosion c ambers and the high ressure compression duct or side of engine.

.hese valves are mounted upon stems 58, 59

I sprin seate and adapted the valve 67 actuated.

which are encircled against the tension of by spiral springs 60 which the valves may cated in Fig. 2. These gate valves 61, 62 are provided with projecting portions 63, 64,

and these by s rings 65, the tension of ward from the be understood center of the en from Fig. 2. Eac

projecting portions are engaged which is outine, as w1ll gate valve 61, 62 is further provided with a lug 66, and adjacent to the lugs 66 are two check valves 67 mounted upon the explosion chambers and opening inwardly in relation thereto.

Each

of these check valves is provided with a stem 69, and encircling the latter is a spiral 68 which normally keeps the valve Each valve stem 69 carries a lug 70 journaled thereupon by aid of a tuated by the adjacent lug say, when a gate 61 or 62 1s 66 carried by 69, trips the head 70, and as to swing outwar 66. That is to opened, the lug this gate in passing the stem the latter turns lpivot pin 71 1y when ac upon a Wglivot (71), the lug 66 can easily ass. en, however,

the gate closes, the

ug 66 lodges against the head 70 which is now unable is now opened. sult is that whenever a but when either of the 67 adjacent to the and then immediate a snap. The

gate 61 or 62 op it has no eflect upon the adjacent valve gates closes, the valve ate is suddenly opened y afterward closes with to yield, the result being that The net reens, 67,

power wheel is provided with three slots 72 disposed in the sameplane. -Adjaed. respectively upon Mounted upon the levers pistons 79, 8 0, 81, adapted to or outwardly in accordance "cent to these slots are levers 73, 7 4,7 5 mount-' pivots 76, 77, 78. 73, 74, 75 are move inwardly with movements of the levers 73, 74, 75. These levers carry rollers 82,

tion by aid of bolts 85. The

tend to hold the normal positionsthat is, each rolle 83, 84, by aid whereof The guide ring 29 is held in they are levers 73, 74, which r being inward relatively to the general position of the main shaft. vided with cam spurs 87, 88, are engaged by t The guide ring29 is' ro- 89, 90 w ich e rollers '82-, 83, 84 and thus trip the levers carrying these rollers so as to periodically tons 79, 80, 81 inward.

draw each of these pis- Mountednpon the casing 14 and integral therewith are arches 91,

92 for facilitating the distribution and passage of the aeriform bodies handled by the engine Fig.3) is .an air valve travel of charges of .air from sure side of the engine to the side thereof. The valve 93 is At 93 (see for facilitating the the low preshigh pressure engaged by a posiwill be understood from Fig. 3, and located diametrically op osite each other on the low pressure side 0 the engine. The power wheel'21' is provided u onthe low pressure side of the engine wit three slots 97, all disposed in the same plane. -Three levers 98, 99,100 are mounted upon pivot pins 101 and thus journaled so asto rock relatively to the power wheel carried by lugs 102.

Rollers 103, 104, 105 are mounted upon the inner 'orfree ends of the levers 98, 99, 100. These levers are engaged by spiral springs 106 which also engage the inner side of the power wheel. ,The levers are thus normally held in the positions indicated in Fig. 3. The levers 98,99, 100 carry pistons 107, 108, 109 which move inwardly and outwardly in accordance with movements of the levers. The guide ring 30 is held in position by fastenings 110 and is provided with spur cams 111, 112, 113, 114, as indicated in Fig. 3. As the power wheel turns, the rollers 103, 104, 105 engage the cams and are one at a time thrown outwardly so as to draw the pistons 107, 108, 109 inwardly-that is, to-

' ward the general center of revolution.

At 115, 116 are stationa abutments, and at 117, 118 are outlets whic are used in discharging burnt gases into the atmosphere after these gases have finished their work. At 119, 120 are air inlets, through which the air is taken from the atmosphere into the low pressure side of the engine .in order to ,be glven a preliminary compression, and

then passed over to the high pressure side. Connected with the respective gates 61, 62 are arms 121 (see Fig. 9), these arms carrying rollers 122 (see right of Fig.2), 123 (see left of Fig. 2) which travel in the cam groove 28 and thereby thrust the arms 121 inwardly and outwardly, so as to open and closethe gate valves 61, 62. When, therefore, the power wheel is turned, the valve 61 is opened at the instant the valve 62 closes,

' and vice versa.

The various levers 73, 74, 75, 98, 99, 100 are so proportioned that when sub ected to centrifugal force, they are balance A passage 124 (see Fig. 5) leads obliquely across from the arch 91 to the arch 92.

' Another passage 125 also leads from the arch 1 91 to'the arch 92. These arches are from one side of the engine to the other.

Thev operation of my device is as follows: Suppose that the various parts are in the ,cient to carry the positions indicated Fig. 2, andthat an explosion takes lace in theexplosion chamber 45. It will noted that'the gate valve 62 is now 0 en, being held positively so by the cam rol er in the cam groove 28. The valve 57 is held closedtby the spring'60 and the 'valve 67 is held closed by the spring 68. The force of the explosion has, therefore, no

effect upon any of these valves, except 'possibly to ti hten the closure of the valve 57 and them fve 67. The gases of combustion make their escape under' the gate valve 62 and press against the piston 80, so as to rotate the wise direction according to Fig. 2.

Ahead of the piston 80, int-he direction of its rotation, is a quantityof burned gases left from the previous explosion. The travel of the piston forces these burned gases ahead and they pass through the straight assage 124 over to the low pressure sideof t e engine, as indicated in Fig. 3, following the general direction of the arrow shown in this figure. When the piston 80 reaches a oint adjacent to a partition 81, 'one of which is located in each arch 91, 92,

power wheel 21 in a oontrac-lock-- rocks the lever 74, so that the plston 80 is drawn inwardly, thus dodging the partition 81. An instant later, however, the roller 83 disengages the cam spur 90 so as, to release the lever 74, and this lever, under tension of its spring 86, snaps back into its normal position, During the interval while the power wheel is turned a distance sulfipiston80 to the point adjacent to the partition 81%, the piston 109 (see Fig. 3) in thelow pressure side of the engine, moves past the wall or barrier 96. This is because the roller 105 trips upon the cam spur 114 so as to rockthe lever 100, and as soon as the iston 109 passes the barrier 96, pressure of t espring 106 causes'the lever 100 to snap back lnto its normal position, the 'pistonf109, however, having now been moved to a point to the ri ht of the arch 92 according to Fig. 3.' T e burned gases, therefore, in passing through the straight passage from the high pressure side of the engine into the low pressure side thereof, now bear against the piston 109 and continueto expand. They thus expand twice in succession, once in the hi h pressure side of the engine and again in t e low pressure side. They finally make their escape through the outlet 118 into the open air.

Let us now see what other effects are roduced by the fragmentary movement 0 the power wheel above mentioned. The iston 81 (on the high pressure sidesee Fig. 2) moves in a contraclockwise directionf-away from one of the partitions 81 immediately adjacent to it.' The result is that a partial vacuum "is produced immediately behind the piston 81, and in consequence of this partial vacuum, air flows into the high pressure side through the bent passa e 125. This char e p of air thus taken into t e high pressure si e .is anot er charge of comlpressed air previously received om the ow pressure side, as t e piston 81 travels forward, it further compresses this charge and in so doing finally opens the valve 57 as hereinafter set sionchamber 45.- The tension of 60 is so adjusted that the valve 57 does not forth and introduces said charge into explothe spring lift until gate 62 has completely closed and in closing, trips the check valve 67, releasing to the atmosphere through check valve 67 the resultant residue trapped burned gases from chamber 45. The check valve 67 under tension of the spring 68 immediately snaps shut, the charge of air under its second or final compression is then forced into chamber 45, this compression being given it by one of the pistons 79, 80,- 81, the particular instance under discussion being 81. The air under its final compression is thus forced into the explosion chamber 15. At the same time a charge of liquid orvaporized fuel -is introduced into this chamber through the .pipe 45 by means of the jet pum 43 and mixed with the air ready for anot er explosion. The gate 62 is closed by the action of the cam roller 122 just previous to the introduction of the fuel and compressed air into chamber 45.

The action of the various parts at'the left of Fig. 2, may be readily understood from the foregoing description; that is to say,

every part at the left of Fig. 2 is a substantial duplicate of the corresponding part at the right of the said figure, and the same operations above described as taking place at the ri ht of Fi 2, necessarily take place at the le t thereofi Let us now look further at the action taking place in the'low pressure side of the engine represented more particularly by Fig. 3. Each time a piston (say 107) asses a barrier (115 or 116) the piston do ges the barrier, owing to the action of the roller (say 103) associated with it upon some one of the cam spurs (say 111). The pistons 107, 108, 109, similarly dodge the walls 96 and snap back into their respective normal positions after passing these walls. With the movable parts occupying the positions indicated in Fig. 3 (corresponding to the positions of the various parts shown in Fig. 2) the iston 107 has just passed the barrier d snapped outwardly into normal position; the piston 108 is between, the 'wall 96 and thebarrier 115; thepiston 109 is quite close to and is approaching the Wall 96. Just ahead of the piston 107 in the direction cycle of 0 expansion of gases arriving through the adjacent passage 125 from the high pressure side of the engine. Immediately ahead of the piston 108 the spent gases of combustion are escaping through the outlet 117 into the open air. The piston 109 being close to the valve 93, has caused the intervening volume of air to press upon this valve, so as to open it, the an thus compressed now passing over of its travel is a volume of air which has into the high pressure side of the engine.

Immediately behind the piston 109 atmospheric air is flowing in through the air inlet 119. The action above described may therefore be thus summarized: The low pressure side of the engine takes in air at atmospheric pre'ssure, gives it apreliminary or partial compression and passes it over to the high pressure side of the engine where itmingles with the explosive mixture, and with it receives a further or final compression, the mixture then being exploded. The gases of combustion thus originating in the. high pressure side of the engine are partially ex panded therein, thereby doing. useful work, and after such partial expansion they are engine where they further expand and finally make their escape to. the atmosphere.

passed over into the low pressure sideof the The beginning and the end of the entire rations, therefore, are in the low pressure slde of the engine. That is to say, the low pressure side of the engine takes in air and ultimately discharges the gases of combustion.

The various levers, because each is pivoted in its proximate middle, are balanced upon their pivots so that when subjected to the action of centrifugal force they are easy to operate. 7

Having thus described my invention, I claim as new anddesireto secure by Letters Patent:

1. An internal combustion en ine, comprising a casing, a. power whee mounted therein and provided with a' high pressure side and a lowpressure side, means for su plying air into said low pressure side, mec

anism for compressing said air thus supplied into said low pressure side, an explosion chamber connected with said high pressure side, means vfor conducting said. air after re ceiving a compressionlnto sa d explosion chamber, means for supplying a fuel into said explosion chamber, an igniting device for exploding a mixture of said fuel and said air under compression and allowing the gases of combustion to explode in said high pressure side, and means for conducting said combustion against said power wheel.

' the expansive, action gases after expansion in said high pressure side over to said low pressure side of said power wheel.

2. In an internal combustion engine, the combination of a casing, a -power wheel mounted therein and revoluble relatively thereto, means controllable directly by said power wheel for taking a volume of air into said casing and giving the same a preliminary compression, other means controllable directly by said power wheel for receiving said charge of air and givin the same a further compression within said casing, an explosion chamber for receiving said charge of air after said further compression, means for admitting into said explosion chamber a fuel to be mixed with said charge of air, an exploding device for causing the mixture of compressed air and fuel to explode,thereby generating exansive gases of combustion, and means or directing the gases of 3. In an internal combustion engine, the combination of a casing, a powerwheel revolubly mounted therein, mechanism carried by said ower wheel and co-acting with said casing or compressing a charge of air, an explosion chamber for holding the charge of air thus compressed, means for admitting fuel into said explosion chamber, so as to mixth'e fuel with. the air thus compressed, an igniting'device for explodin the mixture within said explosion cham er, means for directing gases of combustion at high pressure against a portion *of said power Wheel in order to subject said portion to of said gases, and mechanism for direetin' said gases when thus partially expand against another portion of said power wheel so as to utilize a further expansion of said gases in turning said power wheel.

4. In an internal combustion engine, the

combination of a casing provided with stationary'abutments, a power'wheel mounted within said casing and provided with pistons, said casing and said power wheel being together provided with a high pressure side and with a low pressure side, means for compressing charges of sure side, connections from said low pressure side to said high'pressure side for conveying into said high pressure side charges compressed in said low pressure side, and other connections from said high pressure air in said low presside to said low pressure side for transfer ring gases of combustion partially expanded in said high pressure side into said low pressure side.

5. An internal combustion engine, comprising a casing, a power wheel mounted therein and provided with a high pressure side and a low pressureside, means for admitting air into said low pressure side, means co-acting with said power wheel for compressing said air within said low pressure side thereof, means for conveying said air to said high pressure side after compression in said low ressure side, mechanism for admitting fuel into said high pressure side and into contact with the compressed air therein, an igniting device for exploding the mixture of said fuel and compressed air,

and means for directing the gasesof combustion due to the explosion portion of said ower wheel in the high pressure side, an next against the portion ofd said power wheel in said low pressure s1 e.

6. An internal combustion engine, comprising a casing abutments, a power wheel mounted within said casing and revoluble relatively to the same, levers carried by said power wheel and mounted to rock upon pivots, "the loca tion of said pivots being such as to balance first against the said levers when under the action of centrifugal force, mechanism for periodically tripping said levers, and pistons carried by said levers and periodically moved thereby so as to avoid engaging said stationary abutments.

7 An internal combustion engine, com-' prising a casing rovided with abutments, a revoluble mem er mounted within said casing, levers mounted upon said revoluble member and, adapted to rock, each lever bein balanced as regards theaction ofcentrifugal force, istons carried by said levers and periodically moved inward by movements thereof in order to avoid engagement with said abutments, and means for firing explosive charges in order to propel said pistons and said revoluble member carrying the same. In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

GEORGE MORTIMER PEBLEWITZ. Witnesses:

'JNOPS. HALLEB,

L. 1.11 Karma.

provided with stationary 

